Switch-operating device



Jan. 1, 1924 1,479,760

J. H. UPTON ET AL SWITCH OPERATING DEVICE Filed April 10, 1922 S Sheets-Sheet 1 J h. Upfn. J C. Upr'vn.

. INVENTOR WITNESS:

WITNES:

SWITCH OPERATING DEVICE Filed April 10 1922 3 Shana-Sheet 3 J /1. (40700. J C. 0 970/7.

INVENTOR A'TTOMEY Jan. 1, 1924. 1,479,760

J. H. UPTON ET AL SWITCH OPERATING DEVICE Filed April 1 192; a Sheets-Sheet a J /7[ l/ oforL J 6. (4070/7.

ATTORNEY kill Patented Jan. 1, 1924.

res

JESSE H. UPTON AND JOSEPH C.

UPTON, or coLUMBiIs, GEORGIA.

SWITCH-OPERATING DEVICE.

Application'filed April 10, 1922. Serial No. 551,249.

To all whom it may concern. 2

Be it known that we, JEssE H. UPTON and JOSEPH C. UPTON, citizens of the United States, residing at Columbus, in the county of Muscogee and State of Georgia, have invented new and useful Improvements in Switch-Operating Devices, of which the following is a specification.

This invention comprehends the provision of a switch operating mechanism actuated by a train carried means, whereby the switch can be thrown when desired, the said mecha- I nlsm being under the control of the englneer. J

More specifically stated, the mechanism 7 embodies a pair of switch operating levers adapted to be alternately engaged by the train carrying means for opening and closing the switch, the levers being connected for simultaneous movement toward and away from each other depending upon which particular lever is engaged by the train carrying means.

The nature and advantages of the invention will be better understood when the following detailed description is read in connection with the accompanying drawings, the inventionresiding in the construction, combination, and arrangement of parts as claimed.

In the drawings forming part of this ap plication, like numerals of reference indi-- cate similar parts in the several views and wherein:

Figure 1 is a top plan view, showing the normal position of the switch and its operating mechanism.

Figure 2 is a similar view, showing the switch adjusted.

Figure 3 is a side elevation, showing the normal position of one of the switch operating levers and the train carried device just prior to throwing of the switch.

Figure 1 is a sectional view taken on line 44 of Figure 1.

Figure 5 is a sectional view taken on line 5-5 of Figure 1.

Figure 6 is a detail view of the train carried device.

Figure 7 is a view taken at a right angle to Figure 6.

Referring to the drawings in detail, 10 indicates the main track, and 11 the movable switch elements which are connected by the bridle 12. 1

The switch operating mechanism emoperating. lever 26.

cross head 27 and operates within the central depression of. the plate 2 1. A similar plate 28 having a central depression 29 is arranged bodies a shaft 13 which is journaledin suitable brackets 14, this shaft extending transversely of the main track in advance of the bridle 12. The shaft also projects an ap-- preciable distance to one side of the track and terminates to provide an angular extension 15. This extension is connected to one end of a reciprocatory rod 16,'the opposite end being connected to the adjacent end of a substantially T-shaped lever 17 which is fulcrumed'as M18. The opposite end of the T-shaped link is connected to the adjacent end of a reciprocatory rod 19, this rod also having an angular extremity 20 which is connected with a shaft 21 arranged transversely ofthe trackway and iournaled.

in suitable bearings 22. The stem'17 of' the T-shaped lever is connected to the bridle 12 through the instruinentality of a link 23.

Arranged between the rails of the main track'is aplate 24 having a central depression 25, the shaft 13 passing through the central depression and supporting a switch This lever carries a as shown, and carried "by the shaft 21 is a switch operating lever having a cross head 31. The levers 26 and 30 respectively are connected in a manner whereby they are simultaneously moved toward and. away from 68011011161 to either openor close the switch as the occasion requires, and these levers are actuated by the train carrying device illustrated in Figures 6 and 7.

The train carrying device comprises a supporting structure 38 upon which is pivoted a trip element 34 the latter being normally held in an inactive position by means of a latch 35, the latch being controlled by a manipulating element 36 disposed within convenient reach of the engineer. Manifestly, the trip 34 can be quickly and easily released when its use is desired, or it gravitates to an active position to engage either of the operating levers 26 and 30 respectively. In addition to providing the locomotive with one of the train carrying devices, the last car of the train is also equipped with a similar device. 7

In practice, the switch is normally arranged in a manner illustrated in Figure 1, and the trip lever 26 positioned in the manner illustrated in Figure 3. When it is desired to close the switch to the main line, the engineer releases the trip element 34 allowing it to gravitate to an active posi tion as he approaches the switch. The element 34 then contacts the lever 26 moving the latter to a position at the opposite side of the shaft 18, also rotating this shaft, moving the rod 16 in a direction indicated by the arrow in Figural. This rod trans mits motion to the T-shaped lever 17 which is turned on its pivot'in a manner to throw the bridle 12 in a direction indicated by the arrow in Figure 1, while incident to the movement of the lever in this manner, the rod 19'is moved toward the rod 16. This obviously rotates the shaft 21, moving the lever 31 to active position and in a di rection toward the lever 26. The switch of course is closed to the main line just as soon as the shaft 13 is rotated to position the lever 26 in'the manner illustrated in Figure 2. After closing the switch, the trip element 34 is moved to its inactive position through the instrumentality of a rod 36, so that the switch remainsflclosed as the locomotive passes over the lever 30. However, as the last carof the train passes over this lever 30, a member of the crew actuates the traincarrying device. carried by the last car as abovementioned, so that the lever 30 is actuated to reverse the movement of the mechanism, thereby returning the switch elements 11 to their normal position. ously, the switch is always under the control of the engineer and one member of the crew and can be thrown as the occasion requires.

lVhile it is believed that from the foregoing description the nature and advantages of the invention will be readily apparent,

we desire to have it understood that we do not limit ourselves to what is herein shown and described, and that such changes may Obvi- 7 versely of the trackway and mounted for rotation, said shafts passing through said receptacles, a lever carried by each shaft and rising from the receptacle, levers carried by the co "responding ends of said shafts, operating rods arranged at one side of the trackway and having their outer ends connected with the last mentioned levers of the respective shafts, a ll-shaped link fulcrumed upon the ad acentEt e of the .traokway and having its stem connected with the bridle of 'the switch, and a pivotal connect-ion betwen the head of said link and the adjacent ends of said operating rods whereby the latter are simultaneously moved to rotate said shafts toward and away from each other, in combination with a train carried trip adapted to engage the levers projecting upwardly from said receptacles-for the purpose specified.-

2. A switch operating mechanism, comprising a transversely shiftable bar operativiely associated with the switch points of a railway switch, a horizontally arranged pivoted link, a rod operatively connected with the bar intermediate its ends and to the link respectively, a pair of oppositely extending longitudinally shiftable bars pivotally connected with the end of the link, a rock shaft for each rod and a trip fixed to each shaft and disposed in the path of an operating element carried by a locomotive.

In testimony whereof we afiix our signatures.

JESSEH. UPTON. JOSEPH o. orroiv. 

